JP2007091025A - Forward monitoring device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately and timely set a control area set in front of an own vehicle, and to precisely carry out warning control. <P>SOLUTION: The warning control executed by a control unit 5 computes a target path of the own vehicle 1 by approximating with a straight or an arc path according to a present position of a preceding vehicle and a present position of the own vehicle 1 when the preceding vehicle exists. A warning area is variably set on the basis of the target path, and width and extending length is variably set on the basis of own vehicle speed, an inter-vehicle diameter between the own vehicle and the preceding vehicle, speed approaching to the warning area of a solid article which is a determination target, relative speed between the preceding vehicle and the own vehicle. According to a deviation state of the solid article existing in the warning area, warning urging steering operation to the right or left is carried out. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle front monitoring apparatus that accurately extracts an obstacle from a front three-dimensional object and gives information on a steering direction to a driver.

  In recent years, an on-board camera or the like detects the driving environment ahead, and based on this driving environment data, the following driving control for the preceding vehicle, the driving control for keeping the inter-vehicle distance to the preceding vehicle, etc., obstacles existing ahead Vehicles that perform various controls such as alarm control for objects have been developed and put into practical use.

For example, in Japanese Patent Application Laid-Open No. 2004-34917, in a vehicle equipped with a preceding vehicle follow-up control system that controls the preceding vehicle to travel ahead of the host vehicle, the preceding vehicle that travels in front is detected. The following vehicle that the vehicle is following as the current control target is identified, and a tracking candidate vehicle that is a vehicle other than the preceding vehicle that is the current control target and can be subject to future control is set in front of the vehicle A technique for specifying based on a predetermined region is disclosed.
JP 2004-34917 A

  By the way, the predetermined area for specifying the preceding vehicle in the above-mentioned Patent Document 1 is set by offsetting the specific width in the lateral direction of the own vehicle by the yaw rate generated by the own vehicle. However, in such a predetermined area setting, since the predetermined area is changed after the host vehicle starts turning, if the preceding vehicle is specified or alarmed using this predetermined area, the control timing However, there is a problem that control accuracy deteriorates.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle front monitoring device that can accurately set a control region set in front of the host vehicle with good timing and perform alarm control with high accuracy. It is said.

  The present invention includes a host vehicle travel information detection unit that detects travel information of the host vehicle, a three-dimensional object recognition unit that detects a three-dimensional object existing ahead and recognizes at least a preceding vehicle from the three-dimensional object, and a preceding vehicle. Target route calculating means for calculating a target route of the host vehicle according to the current position of the host vehicle and the current position of the host vehicle, alarm region setting means for setting an alarm region based on the target route, and the alarm region It is characterized by comprising alarm control means for giving an alarm according to the presence state of the three-dimensional object existing inside.

  According to the vehicle front monitoring apparatus of the present invention, it is possible to accurately set the control region set in front of the host vehicle with good timing, and to perform alarm control with high accuracy.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 7 show an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a forward monitoring device mounted on a vehicle, FIG. 2 is a flowchart of an alarm control program, FIG. 3 is a flowchart continuing from FIG. 2 is a flowchart continuing from FIG. 2, FIG. 5 is an explanatory diagram showing the relationship between the coordinate position of the host vehicle and the preceding vehicle, FIG. 6 is a characteristic explanatory diagram of an alarm region width correction coefficient based on the host vehicle speed, and FIG. It is explanatory drawing which shows the relationship of a position.

  In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle), and this vehicle 1 is equipped with a cruise control system (ACC (Adaptive Cruise Control) system) 2 having an alarm function for obstacles existing ahead. Has been.

  The ACC system 2 mainly includes a stereo camera 3, a stereo image recognition device 4, a control unit 5, and the like. In the ACC system 2, basically, the vehicle travels while maintaining the vehicle speed set by the driver in the constant speed traveling control state in which no preceding vehicle exists, and the following acceleration / deceleration control in the case where the preceding vehicle exists. The automatic follow-up control of the follow-up steering control is executed, and when there is an obstacle ahead as described later, an alarm is executed.

  In addition, the host vehicle 1 is provided with a vehicle speed sensor 6 that detects the host vehicle speed V0, a handle angle sensor 7 that detects the handle angle θH, and a yaw rate sensor 8 that detects the yaw rate γr, as vehicle driving information detection means. The vehicle speed V0 is input to the stereo image recognition device 4 and the control unit 5, and the steering wheel angle θH and the yaw rate γr are input to the control unit 5. Further, a brake pedal ON-OFF signal from a brake switch (not shown) is input to the control unit 5.

  In addition, signals from various switches from a constant speed travel switch 9 constituted by a plurality of switches connected to a constant speed travel operation lever provided on the side of the steering column or the like are input to the control unit 5. The constant speed travel switch 9 is a vehicle speed set switch that sets a target vehicle speed during constant speed travel, a coast switch that mainly changes and sets the target vehicle speed to the lower side, a resume switch that mainly changes and sets the target vehicle speed to the higher side, etc. It consists of Further, a main switch (not shown) for turning ON / OFF constant speed traveling control and automatic tracking control is disposed in the vicinity of the constant speed traveling operation lever.

  The stereo camera 3 is composed of a set of (left and right) CCD cameras using a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system. These left and right CCD cameras are each mounted at a certain interval in front of the ceiling in the vehicle interior, take a stereo image of an object outside the vehicle from different viewpoints, and output image data to the stereo image recognition device 4.

  The stereo image recognition device 4 receives the image data from the stereo camera 3 and the own vehicle speed V0 from the vehicle speed sensor 6, and based on the image data from the stereo camera 3, the front information of the three-dimensional object data and the white line data in front of the own vehicle 1. Is detected, and the traveling path of the own vehicle 1 (own vehicle traveling path) is estimated. Then, the preceding vehicle ahead of the host vehicle 1 is extracted, and the preceding vehicle position (for example, the coordinate position on the XZ coordinate system with the host vehicle 1 as the origin as shown in FIG. 5), the preceding vehicle distance (inter-vehicle distance) Distance), preceding vehicle speed ((change in inter-vehicle distance) + (own vehicle speed)), preceding vehicle acceleration (differential value of preceding vehicle speed), solid object information other than the preceding vehicle (position information of the left and right end points on the rear surface, Controls data such as X-axis speed (change in position in X-axis), Z-axis speed (change in distance from own vehicle 1), white line coordinates, white line recognition distance, own vehicle travel path coordinates, etc. Output to unit 5.

  Here, the processing of the image data from the stereo camera 3 in the stereo image recognition device 4 is performed as follows, for example. First, distance information is obtained on the basis of a triangulation principle from a corresponding positional shift amount for a pair of stereo images in the environment in the traveling direction of the host vehicle 1 captured by the CCD camera of the stereo camera 3. And based on this data, compared with well-known grouping processing and pre-stored three-dimensional road shape data, solid object data, etc., white line data, guardrails, curbs, etc. existing along the road Side wall data, solid object data such as vehicles and other obstacles are extracted.

  In the three-dimensional object data, the distance to the three-dimensional object and the temporal change (relative speed with respect to the own vehicle 1) of this distance are obtained. A vehicle traveling at a predetermined speed (for example, 0 km / h or more) is extracted as a preceding vehicle. A vehicle having a speed of approximately 0 km / h among the preceding vehicles is recognized as a stopped preceding vehicle. Further, as the three-dimensional object information and the preceding vehicle information, the position information of the left end point and the right end point of the rear surface is stored, and the approximate center between the left end point and the right end point of the rear surface is the center of gravity position of the three-dimensional object or the preceding vehicle. Is remembered as Thus, the stereo camera 3 and the stereo image recognition device 4 have a function as a three-dimensional object recognition means.

  The control unit 5 includes a function of constant speed traveling control for performing constant speed traveling control so as to maintain a traveling speed set by a driver's operation input, and automatic tracking control (tracking acceleration / deceleration control and tracking steering control). When the driver turns on a main switch (not shown) and sets a desired vehicle speed with a constant speed operation lever, a signal from the constant speed travel switch 9 is input to the control unit 5. Then, a signal is output to the throttle valve control device 10 so that the vehicle speed detected by the vehicle speed sensor 6 converges to the set vehicle speed set by the driver, and the opening degree of the throttle valve 11 is feedback-controlled, so that the host vehicle 1 is automatically operated. The vehicle is run at a constant speed, or a deceleration signal is output to the automatic brake control device 12 to activate the automatic brake.

  When the stereo image recognition device 4 recognizes the preceding vehicle during the constant speed traveling control, the control unit 5 is automatically switched to automatic follow-up control described later. The constant speed running control function and automatic tracking control function are available when the driver steps on the brake, when the vehicle speed exceeds a preset upper limit value, or when the main switch is turned off. In case it is to be released.

  When the vehicle travel control shifts to follow-up travel control, for example, the target inter-vehicle time is calculated and set based on the own vehicle speed, and the target acceleration is calculated based on the inter-vehicle distance from the preceding vehicle, the preceding vehicle speed, the own vehicle speed, and the target inter-vehicle time. Then, a signal is output to the throttle valve control device 10 to feedback control the opening degree of the throttle valve 11, or a deceleration signal is output to the automatic brake control device 12 to activate the automatic brake and follow running (following stop). , Including follow-up start) (follow-up acceleration / deceleration control).

  Further, when the vehicle travel control shifts to follow-up travel control and the preceding vehicle turns or changes its traveling direction, the vehicle shifts to follow-up steering control, for example, on the high speed side where the host vehicle speed V0 is less than 35 km / h. In the case of the vehicle speed range, the target yaw rate of the host vehicle is calculated according to the current position of the preceding vehicle and the host vehicle, and the power steering command current value that follows the preceding vehicle is calculated based on the target yaw rate, and electric power steering control is performed. Output to the device 13. On the other hand, in the case of the low speed side vehicle speed region in this vehicle speed region, the target steering angle of the host vehicle is calculated according to the current position of the preceding vehicle and the host vehicle, and the preceding vehicle is followed based on the target steering angle. The power steering command current value is calculated and output to the electric power steering control device 13.

  Moreover, the control unit 5 performs alarm control according to the flowcharts shown in FIGS. 2 to 4 described later, and issues an alarm on the liquid crystal monitor 14 that displays each operating state of the ACC system 2 as necessary. The alarm is not limited to the liquid crystal monitor 14, and may be performed on the combination meter panel or by voice output.

  This warning control calculates the target route of the own vehicle 1 according to the current position of the preceding vehicle and the current position of the own vehicle 1 when a preceding vehicle exists, and sets an alarm region based on the target route. Basically, an alarm is issued according to the presence state of a three-dimensional object existing in the alarm area. That is, the control unit 5 is configured to have functions as a target route calculation means, an alarm area setting means, and an alarm control means by providing this alarm control.

  Next, alarm control will be described with reference to the flowcharts of FIGS. This follow-up steering control program is executed every predetermined time when the main switch of the ACC system 2 is turned on. First, in step (hereinafter abbreviated as “S”) 101, necessary parameters are read. Is called.

  Next, the process proceeds to S102, where it is determined whether or not a preceding vehicle has been detected. If no preceding vehicle has been detected, the program is exited, and if a preceding vehicle has been detected, the process proceeds to S103 and thereafter. .

In S103, a target route to the preceding vehicle is calculated and set according to the center of gravity coordinates (xt, zt) of the preceding vehicle. That is, when xt = 0, the target route is a straight path from the origin O of the host vehicle (set to the center of gravity of the host vehicle or the sensor mounting position) to the center of gravity coordinates (xt, zt) of the preceding vehicle. When xt ≠ 0 is set (see FIG. 7A), the target route to the center of gravity coordinates (xt, zt) of the preceding vehicle is approximated by an arc of radius Rt by the following equation (1). To calculate (see FIG. 7B).
Rt = (xt ² + zt ² ) / (2 · xt) (1)

  In the present embodiment, as a result of the calculation according to the above-described equation (1), even when the radius Rt is large (for example, Rt ≧ 300 m), the target route is the same as in the case of xt = 0. Is set to a straight road from the origin O to the center of gravity coordinates (xt, zt) of the preceding vehicle.

Next, in S104, the warning area width Wh is set according to the following equation (2).
Wh = Wh0 + Kwv0 + Kwl + Kwvfx + Kwvf0 (2)
Here, Wh0 is a preset basic value of the warning area width Wh, Kwv0 is a correction value set according to the host vehicle speed V0, and Kwl is set according to the inter-vehicle distance L between the host vehicle and the preceding vehicle. Kwvfx is a correction value set according to the speed at which the three-dimensional object to be determined approaches the warning area, and Kwvf0 is a correction value set according to the relative speed between the preceding vehicle and the host vehicle.

  For example, as shown in FIG. 6, the correction value Kwv0 set according to the host vehicle speed V0 is set so as to be corrected to a wider range as the host vehicle speed V0 is higher. Appropriate alarms are provided when objects are detected.

  The correction value Kwl set in accordance with the inter-vehicle distance L between the host vehicle and the preceding vehicle is also corrected to a wider width as the inter-vehicle distance L between the host vehicle and the preceding vehicle is longer, similar to the above-described correction value Kwv0. It is set in consideration of a situation where an obstacle easily enters an alarm region as the inter-vehicle distance L is longer.

  The correction value Kwvfx set in accordance with the speed of approaching the warning area of the three-dimensional object to be determined is wider as the speed of approaching the warning area of the three-dimensional object to be determined is higher, similar to the correction value Kwv0 described above. The width is set to be corrected so that even a three-dimensional object that normally falls outside the alarm area can be appropriately determined as being within the alarm area and can be effectively alarmed.

  Similarly to the correction value Kwv0, the correction value Kwvf0 set according to the relative speed between the preceding vehicle and the host vehicle is larger as the relative speed between the preceding vehicle and the host vehicle is larger (the inter-vehicle distance L is longer). It is set so as to correct to a wide width, and it is considered that an obstacle enters when the relative speed between the preceding vehicle and the host vehicle is large.

  In this embodiment, an example is described in which all four corrections Kwv0, Kwl, Kwvfx, and Kwvf0 are executed. However, the present invention is not limited to this, and there is no correction or any one correction, Any two corrections or any three corrections may be performed.

  Next, in S105, the alarm area extension correction is executed. This extension is, for example, Whdz in FIG. 7 (a) or FIG. 7 (b), and Whdz increases the extension region as the host vehicle speed V0 increases, so that a warning ahead (for example, the side of the preceding vehicle) Alternatively, even a pedestrian or the like in front of the preceding vehicle is targeted for warning). It should be noted that, instead of Whdz which is variable according to the own vehicle, it may be a preset constant value (for example, an area up to about 2 to 3 m ahead of the preceding vehicle), and is not extended by Whdz. It may be.

  Next, when proceeding to S106, the warning area is limited by a white line. That is, when a white line of the traveling road exists in the warning area, the warning area is limited by the white line.

  Next, the process proceeds to S107, and a three-dimensional object existing in the set alarm area is extracted as an obstacle. When a plurality of three-dimensional objects are present in the warning area, a three-dimensional object having the shortest distance from the own vehicle 1, that is, a three-dimensional object having the smallest Z coordinate zwl (or zwr or centroid position) is selected. Extract as an obstacle. In addition, when a solid object is not detected in the alarm area and there is no target obstacle, preset data that can be reliably determined is set (for example, the X coordinate of the left end point and the right end point). , Both Z coordinates are set to 9999).

  In step S108, it is determined whether the obstacle extracted in step S107 is the same as the previous obstacle. As a result of this determination, if the obstacle is the same as the previous one, the alarm control has already been performed for the obstacle since the previous time and has been confirmed.

  Conversely, if it is a new obstacle that is not the same obstacle as the previous one, the process proceeds to S109, and it is determined whether the target route to the preceding vehicle set in S103 is a straight route or a route approximated by an arc.

As a result of the determination in S109, as shown in FIG. 7A, when the target route is a straight road, the process proceeds to S110, and whether or not the X coordinate xwl of the left end point of the obstacle exists in the warning area, That is,
− (1/2) · Wh <xwl <(1/2) · Wh
It is determined whether or not.

As a result of the determination, if the X coordinate xwl of the left end point of the obstacle does not exist in the alarm area, the process proceeds to S111, whether or not the X coordinate xwr of the right end point of the obstacle exists in the alarm area, that is,
− (1/2) · Wh <xwr <(1/2) · Wh
It is determined whether or not.

  As a result of the determination in S111, if the X coordinate xwr of the right end point of the obstacle does not exist in the alarm area, the program is directly exited.

  As a result of the determination in S111, if the X coordinate xwr of the right end point of the obstacle is within the warning area, the process proceeds to S112, and it is determined whether or not this obstacle is an interrupting vehicle. Here, the determination as an interrupted vehicle is that the speed of the obstacle in the Z direction is substantially the same as the preceding vehicle (for example, a speed of ± 10%), and the width of the left end point and the right end point can be regarded as a substantially vehicle. An obstacle having (for example, 2 m) is determined as an interrupting vehicle.

  As a result of the determination in S112, if it is determined that the obstacle is an interrupting vehicle, the process proceeds to S113 to notify that there is an interrupting vehicle from the left on the liquid crystal monitor 14 (for example, a display in which the vehicle enters from the left is displayed). Blink)), or generate a message such as "Please watch out for an interrupted car from the left" and exit the program.

  On the other hand, if it is determined that the obstacle is not an interrupting vehicle as a result of the determination in S112, the process proceeds to S114 and a warning is displayed on the liquid crystal monitor 14 so as to avoid the steering to the right.

  Thereafter, the process proceeds to S115, where a signal is output to the electric power steering control device 13, the steering is vibrated at a preset period and torque, and the program is exited by prompting the steering to the right.

If it is determined in S110 described above that the X coordinate xwl of the left end point of the obstacle exists in the alarm area, the process proceeds to S116, and whether or not the X coordinate xwr of the right end point of the obstacle exists in the alarm area. Or
− (1/2) · Wh <xwr <(1/2) · Wh
It is determined whether or not.

  As a result of the determination in S116, if the X coordinate xwr of the right end point of the obstacle does not exist in the alarm area, the process proceeds to S117, and it is determined whether or not the obstacle is an interrupting vehicle. Here, the determination as an interrupting vehicle is as described in S112 above.

  As a result of the determination in S117, if it is determined that the obstacle is an interrupting vehicle, the process proceeds to S118 to notify that there is an interrupting vehicle from the right on the liquid crystal monitor 14 (for example, a display in which the vehicle enters from the right is displayed). Blink)) or generate a voice message such as “Please watch out for an interrupting car from the right” and exit the program.

  On the other hand, if it is determined in S117 that the obstacle is not an interrupting vehicle, the process proceeds to S119 and a warning is displayed on the liquid crystal monitor 14 so as to avoid steering to the left.

  Thereafter, the process proceeds to S120, a signal is output to the electric power steering control device 13, the steering is vibrated at a preset period and torque, and the program is exited by prompting the steering to the left.

  If the result of the determination in S116 is that the X coordinate xwr of the right end point of the obstacle is present in the alarm area, the process proceeds to S121, to which of the obstacles the obstacle exists in the alarm area. That is, it is determined that | xwl | ≧ | xwr |.

  If | xwl | ≧ | xwr | is determined as a result of the determination in S121, it is determined that the obstacle is biased to the left and the processes of S112 to S115 are executed, and | xwl | <| xwr If it is |, it is determined that the obstacle is present to the right, and the processing of S117 to S120 described above is executed to exit the program.

On the other hand, as shown in FIG. 7B, if the target route is a route approximated by an arc as shown in FIG. 7B, the process proceeds to S122, and the arc radius Rwl of the left end point of the obstacle is set as (3 ) Calculate by the formula.
| Rwl | = ((Rt−xwl) ² + zwl ² ) ^1/2 (3)

Next, in S123, the arc radius Rwr of the right end point of the obstacle is calculated by the following equation (4).
| Rwr | = ((Rt−xwr) ² + zwr ² ) ^1/2 (4)

Then, the process proceeds to S124, whether or not the left end point of the obstacle exists in the alarm area, that is,
| Rt | − (1/2) · Wh <| Rwl | <| Rt | + (1/2) · Wh
It is determined whether or not.

As a result of the determination, if the left end point of the obstacle does not exist in the alarm area, the process proceeds to S125, whether or not the right end point of the obstacle exists in the alarm area, that is,
| Rt | − (1/2) · Wh <| Rwr | <| Rt | + (1/2) · Wh
It is determined whether or not.

  As a result of the determination in S125, if the right end point of the obstacle does not exist in the alarm area, the program is exited as it is.

  As a result of the determination in S125, if the right end point of the obstacle is within the warning area, the process proceeds to S126, and it is determined whether or not the obstacle is an interrupting vehicle. Here, the determination as an interrupting vehicle is as described in S112 above.

  As a result of the determination in S126, if it is determined that the obstacle is an interrupting vehicle, the process proceeds to S127 to notify that there is an interrupting vehicle from the left on the liquid crystal monitor 14 (for example, a display in which the vehicle enters from the left is displayed). Blink)), or generate a message such as "Please watch out for an interrupted car from the left" and exit the program.

  If it is determined in S126 that the obstacle is not an interrupting vehicle, the process proceeds to S128, and a warning is displayed on the liquid crystal monitor 14 to avoid steering to the right.

  Thereafter, the process proceeds to S129, a signal is output to the electric power steering control device 13, the steering is vibrated with a preset period and torque, and the program is exited by prompting the steering to the right.

If it is determined in S124 that the left end point of the obstacle is in the alarm area, the process proceeds to S130, whether or not the right end point of the obstacle is in the alarm area.
| Rt | − (1/2) · Wh <| Rwr | <| Rt | + (1/2) · Wh
It is determined whether or not.

  As a result of the determination in S130, if the right end point of the obstacle does not exist within the warning area, the process proceeds to S131, and it is determined whether or not the obstacle is an interrupting vehicle. Here, the determination as an interrupting vehicle is as described in S112 above.

  As a result of the determination in S131, if it is determined that the obstacle is an interrupting vehicle, the process proceeds to S132 to notify that there is an interrupting vehicle from the right on the liquid crystal monitor 14 (for example, a display indicating that the vehicle enters from the right). Blink)) or generate a voice message such as “Please watch out for an interrupting car from the right” and exit the program.

  If it is determined in S131 that the obstacle is not an interrupting vehicle, the process proceeds to S133, and a warning is displayed on the liquid crystal monitor 14 to avoid steering to the left.

  Thereafter, the process proceeds to S134, where a signal is output to the electric power steering control device 13, the steering is vibrated with a preset period and torque, and the program is exited by prompting the steering to the left.

  If the right end point of the obstacle is present in the alarm area as a result of the determination in S130, the process proceeds to S135, in which direction the obstacle is biased in the alarm area, that is, | Rt -Rwl | ≧ | Rt−Rwr | is determined.

  If | Rt−Rwl | ≧ | Rt−Rwr | as a result of the determination in S135, it is determined that the obstacle is biased to the left, and the processing of S126 to S129 is executed. If −Rwl | <| Rt−Rwr |, it is determined that the obstacle is present to the right, and the processing of S131 to S134 described above is executed to exit the program.

  Thus, according to the embodiment of the present invention, the target route of the host vehicle is calculated according to the current position of the preceding vehicle and the current position of the host vehicle, and the warning region is set based on the target route. Therefore, an accurate alarm region is set with good timing depending on the behavior of the preceding vehicle, regardless of the behavior of the host vehicle, and the alarm control can be performed with high accuracy.

  The target route calculated according to the current position of the preceding vehicle and the current position of the host vehicle is a straight road or a route approximated by an arc, and is easily set quickly.

  Furthermore, the alarm area to be set depends on the own vehicle speed, the inter-vehicle distance between the own vehicle and the preceding vehicle, the speed approaching the alarm area of the three-dimensional object to be determined, and the relative speed between the preceding vehicle and the own vehicle. Since it is variably set, alarm control according to various situations is possible.

  In addition, the set warning area is set to extend forward from the rear end of the preceding vehicle, and the length extending forward is variable according to the vehicle speed, so that it corresponds to the traveling state of the vehicle. More appropriate warnings are possible.

  Furthermore, since the alarm area to be set is limited by the white line, it is not set to other travel lanes and the like, and accurate alarm control can be achieved.

  In this embodiment, the preceding vehicle is recognized on the basis of the image from the stereo camera. However, other technologies, for example, recognition based on information from the millimeter wave radar and the monocular camera are performed. It may be.

Schematic configuration diagram of a forward monitoring device mounted on a vehicle Flow chart of alarm control program Flowchart continuing from FIG. Flowchart continuing from FIG. Explanatory diagram showing the relationship between the coordinate position of the host vehicle and the preceding vehicle Characteristic explanatory diagram of warning area width correction coefficient based on own vehicle speed Explanatory diagram showing the relationship between alarm area and obstacle position

Explanation of symbols

1 Vehicle 2 ACC system 3 Stereo camera (3D object recognition means)
4 Stereo image recognition device (3D object recognition means)
5 Control unit (target path calculation means, alarm area setting means, alarm control means)
6 Vehicle speed sensor (own vehicle travel information detection means)
9 Constant speed running switch 13 Electric power steering control device 14 LCD monitor

Claims (9)

Own vehicle running information detecting means for detecting running information of the own vehicle;
Three-dimensional object recognition means for detecting a three-dimensional object existing ahead and recognizing at least a preceding vehicle from the three-dimensional object;
Target route calculating means for calculating a target route of the own vehicle according to the current position of the preceding vehicle and the current position of the own vehicle;
Alarm area setting means for setting an alarm area based on the target route;
Alarm control means for giving an alarm according to the presence state of the three-dimensional object existing in the alarm area;
A vehicle front monitoring apparatus comprising:   The target route calculation means calculates the target vehicle according to the current position of the preceding vehicle and the current position of the host vehicle, and the target route of the host vehicle is either a straight path or a route approximated by an arc. The vehicle front monitoring apparatus according to claim 1.   In the above target route calculation means, the radius of the route approximated by the calculated arc is set when the center of gravity position of the preceding vehicle is not shifted laterally with respect to the origin in the coordinate system having the own vehicle position as the origin. 3. The vehicle front monitoring apparatus according to claim 2, wherein a route is set on a straight road when the value is larger than the value.   The width of the warning area set by the warning area setting means includes the own vehicle speed, the inter-vehicle distance between the own vehicle and the preceding vehicle, the speed at which the three-dimensional object to be determined approaches the above-described alarm area, the preceding vehicle and the own vehicle. The vehicle front monitoring apparatus according to claim 1, wherein the vehicle forward monitoring apparatus is variably set according to at least one of the relative speeds.   The vehicle front monitoring device according to any one of claims 1 to 4, wherein the warning region set by the warning region setting means is set to extend forward from the rear end of the preceding vehicle. .   6. The vehicle front monitoring apparatus according to claim 5, wherein a length of the warning area extending forward from the rear end of the preceding vehicle is variable in accordance with the own vehicle speed.   7. The alarm area set by the alarm area setting means, when a white line of a traveling road exists in the alarm area, the alarm area is limited by the white line. The vehicle forward monitoring apparatus according to claim 1.   When the three-dimensional object is present on the right side in the alarm area, the alarm control means executes an alarm for prompting leftward steering. On the other hand, when the three-dimensional object is present on the left side in the alarm area, the right-hand steering is performed. The vehicle forward monitoring device according to any one of claims 1 to 7, wherein an alarm for prompting the vehicle is executed.   The warning control means prohibits warning when the speed of the three-dimensional object to be alarmed is substantially equal to that of the preceding vehicle and the width of the three-dimensional object to be alarmed has a width that can be regarded as a preset vehicle. The vehicle front monitoring device according to claim 1, wherein either one of the warning and the notification that the vehicle is an interrupting vehicle is switched.

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